Improvement in couplings for railway cars



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` l Car Coupling. y

No. 112,431". PatentedMaronh 7, 1871.l

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Ny PETERS, FHOTO-LITHOGRAPHER, WASHNGTON, D CA `nfitnnrfDrin-s ANDsAMrsoNeEm-ien eooDALL-oorEsTAKE, or enlisl comentar Beirats.

,i l "Latas raast Nt. 112',431,daed'uarchr,18u.

IMPBVEMENT 1N eouPLlNes Fon RAlLwAvcARs.

, l The Schedule referred to in these Letters Patent and` making part of the same.

f We, HENRY DBs and SAMrson Gnoaen GOOD- ALL-Corusfrnxn, of Glasgow, in the county of Lanfark, Kingdom of lGrreatitain and Ireland, have inventedaeertain Improvement in Coupling -Attachments for Locomotives and Gars, of which the following is aspeciication. i

p Nature and Objects of the Invention.

`Our linvention relates to thecombinationof diagonal hars with l, curved frame ends, whereby Ian improved Coupling attachment is obtained fol' loeomo-, `tives and carsraud V l l l i l An important object ot `our inventinsis to connect together `two ordinary tank-locomotives, with their `hre-box ends toward each other, and with the view of-.thereby obtaining the advantages of what is known as the-Fairlie system7 of locomotive, withontits dting vends of the locomotive-frames are 4curved. con-` vexly toccuters coinciding with or near the centers `of the respective wheel bases, and the ends are con` nected by crossed or diagonalgbars., l

The 'same Icombining orcoupling arrangements are also obviously applicable between a locomotive and tender, or between carriages or wagons, and are espesen ger carriages. i

y ciallysuta'ble for permanently-coupled trains of pas- Description of l the, Accompanying Drawing'.

`lifigures land 2 are `vertical sections at right angles i to each other, and" f Y u Figure Sfis a horizontal section.

l Figures and 5 are diagrams showing the relative positions "assumed by two four-wheeled frames when moving from a straightpart to a curvedpart of the line, or vice versa. p l

p p General Description. `'lo theend oftheviifamell of one'oi` thellocomo- `tives there is fixed a` strongcasting or abutmentpiece, 2,)the 'outer edge of which is shaped convexly in plan, as best seen `in `the lowerpart of iign.. i A similar abutment-piece, 3, is carried upon the frame dei the other locomotive; but, instead of be- -iug fixed to `that frame, it isliitted so as to be capable of a short transverse movement between guides 5 5, fixed to the frame 4, suohmovement being desirable for reasons hereinafter explained, although in some cases (as, for example, with wagons) it. may he dispensed with.

The abutment-pieces 2 3 are 'connected by diag-` f onal hars 6 7 jointed uponrverticalfpins4 8, entered down through eyes formed for them in the abutmentpieces, in position as near'as can be conveniently mauaged to the curved edges.

One bar, 6, is jointed `to a pin at 4the right-hand side of one locomotive, 1, and crosses over to a pin at the left-hand side of the other locomotive, 4, while `the `other har, 7, crosses from apin at the left-hand side of the former, l, to one at the right-hand side of the latter, 4. Y

4 Two or more bars may be applied iu the same vcrtical planes as the bars 6 7 With these arrangements the two locomotives adapt themselves with facility to curves, and the strain is under all-circumstances in theV straight line joining the centers of the convex curves of the abutmentpieces, or approximately so. ,p l

` The said line of strain i lso always ,passes through the-intersection of the vertical planes of the bars 7, orV very nearly so.

The capability of transverse movement given to one,

3, of the abutment-pieces is adopted to avoid a little transverse pressure which would otherwise be exerted against 'the rails by the wheels, when the coupled locomotives or carriages are passing over the part of a line at which a change takes place from one curve to another curve orto a straight line, or 'vice cec-sa.

Extreme cases/of the kind referred to are shown in figs. 4 and 5, in'which each locomotive or carriage is assumed to` beplaced exactly central on its respective part of the line, consistently with which it will be ohserved that the movable abutment-piece, 3, has to shift a little-to oueside or the other, in order that the parts of the couplings may preserve their proper relations to each other without moving either locomotive out of its Aproper position.

A reserveer safety-coupling link, 9, is provided in a central position, being made of snicient length to an cita.

' Claims.

We claim as our invention- 1. The diagonal coupling-bars 6 and 7 pivoted within the lugs 10 of the detachable curved frame ends or abutments 2 and 3, arranged and operating together, as herein shown and described.

2. The transversely-movable and detachable metallic frame ends or abutments, applied to the ends of a car or locomotive inthe manner herein shown and described.

`HENRY Ds. sAMPsoN GEORGE GooDALL-COPESTAKE.

Witnesses EmmND HUNT, WALLACE FAIRWEATHER. 

